EP1273337A1 - NOx release index - Google Patents

NOx release index Download PDF

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EP1273337A1
EP1273337A1 EP02012811A EP02012811A EP1273337A1 EP 1273337 A1 EP1273337 A1 EP 1273337A1 EP 02012811 A EP02012811 A EP 02012811A EP 02012811 A EP02012811 A EP 02012811A EP 1273337 A1 EP1273337 A1 EP 1273337A1
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Prior art keywords
adsorber
released
rich pulse
moles
oxygen
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German (de)
French (fr)
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Jean Balland
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Delphi Technologies Inc
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Delphi Technologies Inc
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9495—Controlling the catalytic process
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • F02D41/1463—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus
    • F02D41/1465—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus with determination means using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/03—Monitoring or diagnosing the deterioration of exhaust systems of sorbing activity of adsorbents or absorbents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0808—NOx storage capacity, i.e. maximum amount of NOx that can be stored on NOx trap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0814—Oxygen storage amount
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Biomedical Technology (AREA)
  • Environmental & Geological Engineering (AREA)
  • Analytical Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Health & Medical Sciences (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

Method of monitoring the adsorptive capacity of a NOX adsorber of an internal combustion engine, comprising the following steps:
  • 1) identification of O2 moles released from the adsorber during rich pulse regeneration,
  • 2) calculation of NO2 moles released during rich pulse regeneration using the value from step 1 in a release model based on lambda deviation across the adsorber and the release chemistry of NO2 from said adsorber
  • 3) optional storage of successive results of steps 1 and 2
  • 4) use of the results of step 2 and/or 3 to update an adaptative capacity model to control the duration of the lean phase and/or of the rich pulse.
    •

    Description

    • This invention relates to a method and a system for monitoring the adsorptive capacity of NOx adsorber devices of internal combustion engines.
    • NOx adsorber devices are currently used to address one of the drawbacks of lean burn engines, namely difficulty to reduce initrogen oxides (NOx) in a lean environment. NOx adsorber technology typically uses alkali or alkali-earth metals in order to temporarily store NOx under lean operating conditions and to release the NOx during periodic and relatively short rich pulses.
    • The mechanism for NOx storage involves the oxidation of NO to NO2 followed by the subsequent formation of a nitrate complex with alkaline or alkaline earth metals. Under stoichiometric or rich conditions, the nitrate complexes are thermodynamically unstable and the stored NOx is released and catalytically reduced to nitrogen by the excess of CO, H2, and hydrocarbon compounds in the exhaust gases.
    • The storage capacity of such an NOx adsorber degrades over time due to thermal ageing, but mainly due to sulfur poisoning, with resultant increase in atmospheric pollution and fuel consumption. The same alkali and alkali-earth metals that can store NOx under lean conditions are also excellent scavengers for SO2 and SO3 under these same conditions. The resulting sulfates are very stable and result in rapid deactivation of the NOx adsorber. Unfortunately, the levels of sulfur in gasoline are usually quite high and very variable, the average being about 50 to 300 parts per million (ppm). To purge the sulfur, frequent periods of extended hot, rich operation, so called desulfation processes, may thus be required with the known effects on overall fuel consumption.
    • Current diagnostic methods and systems are based on semi-empirical models to estimate the actual performance of an adsorber and thus to control the duration of lean and/or rich operating conditions, to identify sulfur poisoning and to trigger a desulfation process to regenerate the adsorber. To get a sufficient level of accuracy, these models need to be carefully calibrated and are generally acceptable or valid only for steady operation or a relatively small range of operating conditions. They are therefore less appropriate for automobile engines which are operating under very fluctuating conditions of temperature, load, fuel characteristics, etc.
    • Accordingly, it is desirable to provide a method that allows a better NOx adsorber diagnostic indicating the actually available NOx storage capacity at any time without the drawbacks described above.
    • The present invention provides in accordance to a first aspect of the present invention a method of monitoring the adsorptive capacity of a NOx adsorber of an intemal combustion engine, comprising the following steps:
    • 1) identification of O2 moles released from the adsorber during rich pulse regeneration,
    • 2) calculation of NO2 moles released during rich pulse regeneration using the value from step 1 in a release model based on lambda deviation across the adsorber and the release chemistry of NO2 from said adsorber
    • 3) optional storage of successive results of steps 1 and 2
    • 4) use of the results of step 2 and/or 3 to update an adaptative capacity model to control the duration of the lean phase and/or of the rich pulse.
    • By estimating the quantity of NOx stored during the previous lean period, it is possible to calculate an average storage capacity or efficiency of the NOx adsorber in order to maximise the fuel economy and to minimise tailpipe NOx emissions. The major advantage of the present method over the state of the art is that the model used to estimate or calculate the quantity of NOx released by the adsorber during rich operating conditions is based on a physical model of the release chemistry, not on empirical parameters. Besides a greater accuracy, the benefits of this approach are generic formulae independent of calibration, engine conditions, regeneration air to fuel ratio, etc. The ease of calibration dramatically reduces the calibration time needed for previous methods usually prone to a large number of fluctuations. Another interesting feature of the present method is its independence of the fuel characteristics, underlining its generic character.
    • As mentioned above, the current abdorber materials are relatively sensitive to sulfur poisoning which degrades the storage capacity of the NOx adsorber. When the storage capacity drops under a predetermined value, i.e. when the maximum quantity of NOx stored during lean phase and released during rich pulse reaches an insufficient level, actions must be taken to restore at least part of the initial capacity.
    • Therefore the present method comprises preferably the following additional step:
    • 5) use of the results of step 2 and/or 3 to update an adaptative capacity model to detect sulfur poisoning of the adsorber and to trigger a desulfation process.
    • Due to a better monitoring of the adsorber capacity, an improved sulfur contamination diagnostic can be achieved. This not only results in reduced fuel consumption, but decreases also drastically adsorber replacement costs owing to a more efficient regeneration and hence a greater durability.
    • Another benefit of this better NOx adsorber capacity usage and diagnostic is a possible downsizing of the adsorber with concomitant cost and space requirement reductions.
    • In a preferred embodiment of the present method wherein the release model in step 2 is based on following equation:
      Figure 00030001
      wherein:
      • ANO 2released :
      actual (calculated) moles of NO2 released from the adsorber during rich pulse regeneration
      AO 2released :
      measured O2 moles during rich pulse
      Figure 00030002
      FO2released
      represents a fictive mole amount of O2 released assuming that the lambda deviation was caused only by O2
      Figure 00040001
      FNO2released represents a fictive mole amount of O2 released assuming that the lambda deviation was caused only by NO2
      Figure 00040002
      oxygen to carbon ratio at stoichiometric operating conditions
      Figure 00040003
      molar oxygen to air ratio in ambient air
      Figure 00040004
      lambda value upstream of the adsorber (EO, engine out)
      Figure 00040005
      lambda value downstream of the adsorber (TLP, tailpipe)
      Airflowrich pulse :
      airflow during rich pulse.
    • As stated above, the present method is base on the lambda variation across the adsorber and the release chemistry of the NOx from said adsorber. The following description will try to support and to illustrate the above formulae.
    • The reaction which summarizes the NOx release from a NOx adsorber using a current technology could be represented as follows: M(NO3)2 + CO → MCO3 + 2 NO2
      • Oxygen balance in the exhaust gas:
      • Net O2 moles transferred to the gas = (2 - ½) O2 moles = 1.5 O2 moles
      • For each mole NO2 released, 0.75 mole O2 are added to the exhaust gases.
      • Carbon balance in the exhaust gas:
      • Net C moles transferred to the gas = -1 C mole
      • Thus, for each mole NO2 released, 0.5 mole C are subtracted to the exhaust gases.
    • To know the impact of NOx release on lambda deviation across NOx adsorber during rich regeneration:
      Figure 00050001
      O2 TLP = O2 EO + O2 released CTLP = CEO + Cstored
    • From oxygen and carbon balance relations: Cstored = 2/3 O2 released
      Figure 00050002
    • From Eq. a and Eq. b: O2 released = O2 EO.((λTLP-λEO)/λEO)/(1+2/3(O2/C)stoich.λTLP).dt
    • As 1 NO2 release transfers 0.75 moles of oxygen to the gas, NO2 release is related to lambda deviation as follows:
      Figure 00050003
    • O2 flow (O2 EO) can be replaced with
      Figure 00050004
      Figure 00050005
    • But this formula is not strictly applicable as such , because oxygen is also stored during lean phase on oxygen storing material (OSM) and later released during rich pulse. If lambda deviation was only due to O2 release, the Fictive O2 release (FO2 release) would be:
      Figure 00060001
    • To differentiate actual NO2 contribution from total release: NO2 contribution = 1 - O2 contribution with O2 contribution = O2 released/FO2 released    wherein FO2 released = Sum(O2released.dt) over the complete rich pulse To calculate Actual NO2 released: ANO2 released = NO2 contribution/FNO2 released    wherein FNO2 released = Sum(NO2released.dt) over the complete rich pulse
    • The final equation is: ANO2 released = [1 - (O2released/FO2 released)].(FNO2 released)
    • A second aspect of the present invention is a system for monitoring the adsorptive capacity of a NOx adsorber of an internal combustion engine, comprising:
      • oxygen detection means upstream and/or downstream of the NOx adsorber
      • means to generate a command to switch the operation of the internal combustion engine from lean to rich and from rich to lean operating conditions
      • means to perform the calculation of NOx released during rich pulse using the output of the oxygen detection means in a release model based on lambda deviation across the adsorber and the release chemistry of NO2 from said adsorber
      • optional means to store successive calculation values, and
      • means to use at least one of the calculation values to update an adaptative capacity model to determine the duration of the lean phase and/or of the rich pulse.
    • In practice, such a system used e.g. in an automobile, enables a close control of the performance of the NOx adsorber without tedious calibration steps, while keeping the fuel consumption due to NOx reduction as low as possible.
    • The oxygen detecting means that could be used are generally known in the art and comprise stoichometry sensors for detection of the stoichiometry (also called switching type oxygen sensors) or wide range sensors (such as UEGO Universal Exhaust Gas oxygen Sensor).
    • The means to generate a command, to perform the calculations, to optionally store any necessary values and to update the adaptive capacity model may be integrated in one dedicated logical unit or even be part of a larger unit of engine diagnostic and control.
    • In a preferred embodiment of the present invention, the system also controls sulfur poisoning of the adsorber and further comprises
      • means to use at least one of the calculation values to update an adaptative capacity model to determine the necessity of a desulfation of the NOx adsorber due to excessive sulfur poisoning, and
      • means to generate a command to trigger a desulfation of the NOx adsorber.
    • The model used by the present system may be based on the following equation:
      Figure 00070001
      with the above defined meanings.
    • A specific embodiment of the invention provides a system, wherein
      • the oxygen detection means comprise an UEGO type oxygen sensor upstream and a switching type oxygen sensor downstream of the adsorber
      • the release model is based on following equation:
        Figure 00070002
        with the above defined meanings.
    • This equation is obtained by replacing the FO2 released and FNO2 released in Eq. h by Eq. c and Eq. d, respectively. In this particular case, lambda EO (λEO) is measured, whereas lambda TLP (λTLP) = 1. This assumption is valid if rich pulse is terminated before a significant rich drift at the tailpipe side occurs.
    • In a further specific embodiment, there is provided a system wherein
      • the oxygen detection means comprise an UEGO type oxygen sensor downstream and a switching type oxygen sensor upstream of the adsorber
      • the release model is based on following equation:
        Figure 00080001
      wherein:
      Figure 00080002
      and
      Figure 00080003
      all other terms having the meanings defined above.
    • In this embodiment, injecting Eq. c and Eq. d in Eq. h, gives the following theoretical formula:
      Figure 00080004
    • In practice, this theoretical formula may be simplified to Eq. j with the meanings given above for k and c.

    Claims (8)

    1. Method of monitoring the adsorptive capacity of a NOx adsorber of an internal combustion engine, comprising the following steps:
      1) identification of O2 moles released from the adsorber during rich pulse regeneration,
      2) calculation of NO2 moles released during rich pulse regeneration using the value from step 1 in a release model based on lambda deviation across the adsorber and the release chemistry of NO2 from said adsorber
      3) optional storage of successive results of steps 1 and 2
      4) use of the results of step 2 and/or 3 to update an adaptative capacity model to control the duration of the lean phase and/or of the rich pulse.
    2. Method as claimed in claim 1, comprising the following additional step:
      5) use of the results of step 2 and/or 3 to update an adaptative capacity model to detect sulfur poisoning of the adsorber and to trigger a desulfation process.
    3. Method as claimed in any one of the preceding claims, wherein the release model in step 2 is based on following equation:
      Figure 00090001
      wherein :
      ANO 2 released :
      actual (calculated) moles of NO2 released from the adsorber during rich pulse regeneration
      AO 2 released :
      measured O2 moles during rich pulse
      Figure 00090002
      Figure 00100001
      Figure 00100002
      oxygen to carbon ratio at stoichiometric operating conditions
      Figure 00100003
      molar oxygen to air ratio in ambient air
      Figure 00100004
      lambda value upstream of the adsorber (EO, engine out)
      Figure 00100005
      lambda value downstream of the adsorber (TLP, tailpipe)
      Airflowrich pulse :
      airflow during rich pulse.
    4. System for monitoring the adsorptive capacity of a NOx adsorber of an internal combustion engine, comprising:
      oxygen detection means upstream and/or downstream of the NOx adsorber
      means to generate a command to switch the operation of the internal combustion engine from lean to rich and from rich to lean operating conditions
      means to perform the calculation of NOx released during rich pulse using the output of the oxygen detection means in a release model based on lambda deviation across the adsorber and the release chemistry of NO2 from said adsorber
      optional means to store successive calculation values, and
      means to use at least one of the calculation values to update an adaptative capacity model to determine the duration of the lean phase and/or of the rich pulse.
    5. System as claimed in claim 4, further comprising:
      means to use at least one of the calculation values to update an adaptative capacity model to determine the necessity of a desulfation of the NOx adsorber due to excessive sulfur poisoning, and
      means to generate a command to trigger a desulfation of the NOx adsorber.
    6. System as claimed in any one of claims 4 or 5, wherein the release model is based on following equation:
      Figure 00110001
      wherein:
      ANO 2 released :
      actual (calculated) moles of NO2 released from the adsorber during rich pulse regeneration
      AO 2 released :
      measured O2 moles during rich pulse
      Figure 00110002
      Figure 00110003
      Figure 00110004
      oxygen to carbon ratio at stoichiometric operating conditions
      Figure 00110005
      molar oxygen to air ratio in ambient air
      Figure 00110006
      lambda value upstream of the adsorber (EO, engine out)
      Figure 00110007
      lambda value downstream of the adsorber (TLP, tailpipe)
      Airflowrich pulse:
      airflow during rich pulse.
    7. System as claimed in claim 6, wherein
      the oxygen detection means comprise an UEGO type oxygen sensor upstream and a switching type oxygen sensor downstream of the adsorber
      the release model is based on following equation:
      Figure 00120001
      wherein :
      ANO2 released :
      actual (calculated) moles of NO2 released from the adsorber during rich pulse regeneration
      Figure 00120002
      oxygen to carbon ratio at stoichiometric operating conditions
      Figure 00120003
      molar oxygen to air ratio in ambient air
      Figure 00120004
      lambda value upstream of the adsorber (EO, engine out)
      Airflowrich pulse:
      airflow during rich pulse
      AO2 released :
      measured O2 moles during rich pulse.
    8. System as claimed in claim 6, wherein
      the oxygen detection means comprise an UEGO type oxygen sensor downstream and a switching type oxygen sensor upstream of the adsorber
      the release model is based on following equation:
      Figure 00120005
      wherein :
      ANO2 released :
      actual (calculated) moles of NO2 released from the adsorber during rich pulse regeneration
      Figure 00130001
      c : constant
      Figure 00130002
      oxygen to carbon ratio at stoichiometric operating conditions
      Figure 00130003
      molar oxygen to air ratio in ambient air
      Figure 00130004
      lambda value upstream of the adsorber (EO, engine out)
      Figure 00130005
      lambda value downstream of the adsorber (TLP, tailpipe)
      Airflowrich pulse :
      airflow during rich pulse
      AO2 released :
      measured O2 moles during rich pulse.
    EP02012811A 2001-06-27 2002-06-10 NOx release index Withdrawn EP1273337A1 (en)

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    WO2005078254A1 (en) * 2004-02-17 2005-08-25 Umicore Ag & Co. Kg Method for determining the instant at which a nitrogen oxide storage catalyst is switched from the storage phase to the regeneration phase and for diagnosing the storage properties of this catalyst
    EP1640576A1 (en) * 2004-09-24 2006-03-29 Mitsubishi Fuso Truck and Bus Corporation Apparatus and method for estimating NOx trap catalyst adsorption amount
    EP1801379A1 (en) * 2004-10-15 2007-06-27 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification system for internal combustion engine
    US8671667B2 (en) 2010-03-15 2014-03-18 Toyota Jidosha Kabushiki Kaisha Exhaust purification system of internal combustion engine
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